Train-stopping apparatus.



A. X. W. GRONDIN TRAIN STOPPING APPARATUS.

APPLICATION man Nov, 26,1915.

Patented Nov. 21 1916.

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TRAIN STOPPING APPARATUS.

APPLICATION FILED NOV- 25,1915. I

Patented Nov. 21, 1916.

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FFIC i ABEL X. W. GRONDIN, OFTI-IETFORD MINES, QUEBEC, CANADA.

TRAIN-STOPPING APPARATUS.

Specification of Letters Patent.

Patented Nov. 21, 1916.

Application filed November 26, 1915. Serial N 0. 63,511.

To all whom it may concern Be it known that I, ABEL X. W. GRONDIN, a subject of the King of Great Britain, residing at Thetfo-rd Mines West, in the Province of Quebec and Dominion of Canada, have invented new and useful Improvements in Train- Stopping Apparatus, of which the following is a specification.

. This invention relates to improvements in automatic train stopping apparatus and has particular application to apparatus for cutting off the propelling power of the motor car and applying the "brakes in the event of the train running into a danger zone.

In carrying out the present invention, it is my purpose to improve and simplify the general construction of automatic train stops and to provide a train stop wherein the component parts will be so arranged and correlated as to reduce the possibility of derangement to a minimum.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims.

In the accompanying drawings, Figure l is a diagrammatic side elevation of train stopping apparatus,constructed in accordance with the present invention. Fig.2 is a cross sectional view through the trackway. Fig. 3 is an edge view ofthe throttle lever of the locomotive showing the means for moving the latching dog to release position. Fig. a is a longitudinal sectional view through one of the motors. Fig. 5 is an enlarged fragmentary plan view of the throttle lever and the arm for actuating the same.

Referring now to the drawings in detail, 1 designates a trackway which, in accordance with my present invention, is divided into blocks of suitable length, the rails of each block being insulated from the rails of the adjoining block. Extending longitudinally of the trackway and preferably disposed be tween the lines of rails thereof is a conducting rail 2 of a height preferably slightly greater than the height of the track rails and insulated from the track rails. At crossings, switches, stations, etc., the conducting rail 2 is split and the upper edge inclines downwardly toward the ends of the split portions, for a purpose which will presently appear.

Fastened to an appropriate part of the locomotive is a plate 3 and slidably mounted within alining bearings carried by the plate 3 is a vertical rod #L having the lower end thereof depending below the lower edge of the plate and formed with a yoke 5. Mounted in the lower extremities of the limbs of the yoke 5 is a shaft 6 and surrounding the shaft 6 between the limbs of the yoke is a'metal bushing 7, while rotatably mounted upon the bushing 7 is a contact rollerS having the bore thereof lined with suitable wear resisting material designed to rub over the bushing 7. Secured t0 the upper end of the vertical rod & is one extremity of a spring 9 and the remaining end of the spring is secured to the plate 3 adjacent to the. lower edge of such plate and this springs acts to force the rod down wardly and so hold the contact roller 8 in engagement with the conducting rail 2. Owing to the inclined portions of the con ducting rail, it will be seen that the contact roller may engage and disengage the sections of the conducting rail gradually and without shock or jar, while the spring will hold the contact roller in good contact with the conducting rail.

'10 designates the lever controlling the throttle valve of a steam locomotive and secured to one side of the lever 10 between the ends thereof is a pin 11 upon which is rotatably mounted a roller 12. Arranged adjacent to the throttle lever 10 is a cylinder 13 in which is slidably mounted a piston 14: provided with a piston rod 15 projecting through one end of the cylinder and connected with a cross head 16 slidably mounted within guides 17 carried by the adjacent end of the cylinder. I

18 indicates an arm having one end pivoted to the cross head 16 and formed, adjacent to its remaining end, with an elongated slot 19 that receives the roller 12 on the pin 11 carried by the valve lever 10.

20 designates the engineers brake valve and secured to the handle of the brake Valve 20 and projecting upwardly therefrom is a pin 21 upon which is rotatably mounted a roller 22. Located adjacent to the brake valve 20 is a motor comprising a cylinder 23 in which is mounted for reciprocatory movement a piston 24: provided with a piston rod 25 projecting through one end of the cylinder and connected to a cross head 26 slidably mounted Within guides 27 secured to the adjacent end of the cylinder.

28 designates an arm having one end pivoted to the cross head 26 and formed, adjacent to its remaining end, with an elongated slot 29 that receives the roller 22 on the pin 21. Leading into one end of the cylinder 13 is a supply pipe 30 and leading from the remaining end of the cylinder 13 is a pipe 31 connected with one inder 23. Located in the supply pipe 30 is a normally closed controlling valve 32 having the stem thereof connected with the armature 33 of an elcctro-magnet 3i connected in an electric circuit 35 including a suitable source of electrical energy and having the terminals thereof connected with the roller 8 and one of the wheels of the locomotive respectively.

In accordance with my present invention, one edge of the arm 18, adjacent to the outer end thereof, is formed with a cam shoe 36, while secured to the rod controlling the latching dog of the throttle lever is a roller 37 adapted to he engaged by the cam shoe 36 to disengage the locking dog from the quadrant so that the lever may be swung to closed position.

In practice, when two trains enter the same block and are approaching each other headon, the sources of energy on such trains are connected in series with each other, thereby energizing the respective magnets 34 with the effect to open the valves 32. Upon the opening of each valve 32, air flows into the c, linder 13 and actuates the piston 14 therein to slide the cross head 16 toward the adjacs-nt end of the cylinder. In the initial movement of the cross head, assuming the throttle valve to be in full open position, the shoe 36 engages the roller 37, thereby disengaging the latching dog from the quad rant, while in the continued movement of the cross head, the lever 10 is swung to closed position. When the piston 14 completes its end of the cylmovement under the action of the air in the cylinder 13, the pipe 31 is uncovered and the air flows into the cylinder 23, thereby actuating the piston 2 1 therein to move the en gineers brake valve to emergency position.

I claim: 1. In train stopping apparatus, the combination with the throttle valve lever, of a roller on said lever, an arm formed with an elongated slot designed a to receive said roller, a roller on the latching dog rod of said lever, a cam shoe on the adjacent edge of said mentioned roller in the initial movement of the arm to move the latching dog out of en-' gagement with the quadrant, and a motor for actuating said arm.

In train stopping apparatus, the combination with the throttle valve lever, of a roller on said lever, an arm formed with an motor and controlled thereby, and a connec- 75 tion between the last-mentioned motor and the brake valve.

In testimony whereof I affix my signature in presence of two witnesses.

ABEL X. W. GRONDIN. Vitnesses JOSEPH BOUCHARD, J. E. DUMAIS.

Copies of this patent may he obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. 0.

arm adapted to engage said lastadjacent edge a source of supply 

